CN111305976B - Internal combustion engine - Google Patents

Internal combustion engine Download PDF

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CN111305976B
CN111305976B CN201911154514.1A CN201911154514A CN111305976B CN 111305976 B CN111305976 B CN 111305976B CN 201911154514 A CN201911154514 A CN 201911154514A CN 111305976 B CN111305976 B CN 111305976B
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fuel gas
nozzle
internal combustion
combustion engine
valve
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CN111305976A (en
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詹斯·库诺伊
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MAN Energy Solutions Filial af MAN Energy Solutions SE
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MAN Energy Solutions Filial af MAN Energy Solutions SE
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0248—Injectors
    • F02M21/0257—Details of the valve closing elements, e.g. valve seats, stems or arrangement of flow passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • F02B25/04—Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B69/00—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types
    • F02B69/02—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different fuel types, other than engines indifferent to fuel consumed, e.g. convertible from light to heavy fuel
    • F02B69/04—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different fuel types, other than engines indifferent to fuel consumed, e.g. convertible from light to heavy fuel for gaseous and non-gaseous fuels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0203—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels characterised by the type of gaseous fuel
    • F02M21/0209—Hydrocarbon fuels, e.g. methane or acetylene
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0203—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels characterised by the type of gaseous fuel
    • F02M21/0215—Mixtures of gaseous fuels; Natural gas; Biogas; Mine gas; Landfill gas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0248—Injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0248—Injectors
    • F02M21/0275—Injectors for in-cylinder direct injection, e.g. injector combined with spark plug
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/162—Means to impart a whirling motion to fuel upstream or near discharging orifices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

A two-stroke internal combustion engine having a plurality of cylinders is disclosed, wherein the two-stroke internal combustion engine is configured for injecting fuel gas into at least one of the cylinders via a fuel gas supply system. The fuel gas supply system includes one or more fuel gas valves for at least one of the cylinders configured to inject fuel gas into the cylinder during the compression stroke so that the fuel gas can mix with scavenging gas and allow the mixture of scavenging gas and fuel gas to be compressed prior to ignition. The one or more fuel gas valves have a fuel gas nozzle with one or more nozzle outlets for providing fuel gas to the interior of the cylinder, and wherein the fuel gas nozzle is configured to introduce rotational motion in the fuel gas.

Description

Internal combustion engine
Technical Field
The present invention relates to a two-stroke internal combustion engine and a fuel gas valve for a two-stroke internal combustion engine.
Background
Two-stroke internal combustion engines are used as propulsion engines in vessels such as container ships, bulk carriers and tankers. It has become increasingly important to reduce unwanted exhaust gases from internal combustion engines.
An effective way to reduce the amount of unwanted exhaust gases is to exchange fuel oil, such as Heavy Fuel Oil (HFO), for fuel gas. The fuel gas may be injected into the cylinder at the end of the compression stroke, where it may be ignited immediately by the high temperature reached when the gas in the cylinder is compressed or by igniting a pilot fuel. However, injecting fuel gas into the cylinder at the end of the compression stroke requires a large gas compressor to compress the fuel gas prior to injection to overcome the greater pressure in the cylinder.
However, the manufacture and maintenance of large gas compressors is expensive and complicated. One way to avoid the use of large compressors is to have a fuel gas valve configured to inject fuel gas at the beginning of the compression stroke where the pressure in the cylinder is significantly lower.
EP 3015679 discloses such a fuel gas valve.
DE 102011003909 discloses an engine with several cylinders, the upper section of which is provided with an exhaust valve for exhaust gases and a main injector for supplying fuel for diesel mode. Each cylinder is assigned an intake port above the fuel for gas operation and is inserted into the cylinder. If the piston of the respective cylinder is located at the bottom dead center and/or in the same position region of the adjacent region as the piston dead center, the fuel for gas operation is introduced into the charge air of relatively low pressure in the combustion chamber of the respective cylinder.
However, it may be difficult to achieve rapid and efficient mixing between the scavenging gas and the fuel gas in the cylinder.
A non-homogeneous mixture of fuel gas and scavenging gas (scavenge air) may result in poor combustion of the fuel gas or even pre-ignition leading to knock.
One solution may be to inject the fuel gas early in the compression stroke to allow for longer mixing of the gases. However, if fuel gas is injected into the cylinder before the discharge valve is closed, unwanted fuel gas leakage may result.
Thus, improving the mixing of the fuel gas with the scavenging gas in the cylinder remains a problem.
Disclosure of Invention
According to a first aspect, the invention relates to a two-stroke uniflow scavenging crosshead internal combustion engine with a plurality of cylinders, wherein the two-stroke internal combustion engine is configured to inject fuel gas into at least one of the cylinders via a fuel gas supply system, the fuel gas supply system includes one or more fuel gas valves for the at least one cylinder, the one or more fuel gas valves are configured to inject fuel gas into the cylinder during a compression stroke, so that the fuel gas can be mixed with the scavenging gas and the mixture of scavenging gas and fuel gas is allowed to be compressed before ignition, the one or more fuel gas valves have a fuel gas nozzle with one or more nozzle outlets for providing fuel gas to the interior of the cylinder, wherein the fuel gas nozzle is configured to introduce rotational motion in the fuel gas.
By introducing a rotational motion (i.e. a swirl) in the fuel gas, a jet of fuel gas originating from the opening of the fuel gas nozzle will travel a shorter distance within the cylinder before decomposing than a corresponding jet of fuel gas without any substantial rotational motion. This enables the fuel gas to be deposited at a desired position in the cylinder, whereby better mixing can be achieved. This will also allow the fuel gas jet from the relatively large fuel gas outlet to be deposited in the central portion of the cylinder rather than at the cylinder wall opposite the fuel gas outlet, which enables rapid injection of fuel gas and good deposition.
The internal combustion engine is preferably a large low speed turbocharged two-stroke crosshead internal combustion engine with uniflow scavenging for propelling a vessel with a power of at least 400kW per cylinder. The internal combustion engine system may include a turbocharger driven by exhaust gas generated by the internal combustion engine and configured to compress the scavenging gas. The internal combustion engine may be a dual fuel engine having an Otto Cycle (Otto Cycle) mode when operating on fuel gas and a Diesel Cycle (Diesel Cycle) mode when operating on an alternative fuel, such as heavy fuel oil or marine Diesel. Such dual fuel engines have their own dedicated fuel supply system for injecting alternative fuel, and such fuel supply system may also be used to inject a pilot fuel when operating in an otto cycle mode for igniting a mixture of fuel gas and scavenging.
The internal combustion engine may include a dedicated ignition system, such as a pilot fuel system, which is capable of injecting a small amount of pilot fuel (e.g., heavy fuel oil or marine diesel) that is accurately measured so that the amount is only capable of igniting a mixture of fuel gas and scavenging gas, such that only the necessary amount of pilot fuel is used. Such pilot fuel systems are much smaller in size and more suitable for injecting precise quantities of pilot fuel than dedicated fuel supply systems for alternative fuels, which are not suitable for such purposes due to the large size of the components.
The pilot fuel may be injected into a pre-chamber that is fluidly connected to a combustion chamber of the internal combustion engine. Alternatively, the mixture of fuel gas and scavenging gas may be ignited by means including a spark plug or laser igniter. Each cylinder may be provided with one or more scavenge inlets at the bottom of the cylinder and a drain outlet at the top of the cylinder. The fuel gas supply system is preferably configured to inject fuel gas via one or more fuel gas valves under sonic conditions (i.e. at a velocity equal to that of sound, i.e. at a uniform velocity). Sonic conditions may be achieved when the pressure drop ratio across the nozzle throat (minimum cross-sectional area) is greater than about two.
In some embodiments, the fuel gas nozzle is configured to introduce a rotational motion in the fuel gas such that the fuel gas exiting the one or more nozzle outlets will have a swirl number of at least 0.025, at least 0.05 or at least 0.1 at each of the one or more nozzle outlets.
The swirl number is a well-defined measure of the swirl in the fluid. The swirl number is defined as the ratio of the axial flux of angular momentum to the axial flux of axial momentum. The swirl number can be estimated by first establishing a cylindrical coordinate system on the nozzle exit surface aligned with the geometric nozzle exit axis. Next, the entire nozzle outlet surface is divided into N sections, each of which has a central region AiWherein each segment is at a central radial distance r from the nozzle outlet axisi. Using a larger N will improve the accuracy of the estimation. In each i-th segment, a 3D vector of fuel gas velocity is measured or calculated
Figure BDA0002284429910000031
Fuel gas velocity 3D vector
Figure BDA0002284429910000032
Can be measured using standard techniques such as 3D hot wire anemometry or particle image velocimetry. Fuel gas velocity 3D vector
Figure BDA0002284429910000033
Can be calculated using computational fluid dynamics. These 3D vectors are each resolved into an axial portion v along the nozzle outlet axisaxialAnd a tangential portion v along the nozzle outlet surface and perpendicular to the radial dimension of its cross-sectiontan. Followed byThe swirl number S can be obtained using the following formula:
Figure BDA0002284429910000034
wherein R isHThe hydraulic diameter is given by the cross section of the nozzle exit surface divided by the perimeter of the nozzle exit surface. Note that the above formula always yields the swirl number ═>0, regardless of the sign convention used in the cylindrical coordinate system.
In some embodiments, the one or more fuel gas valves are configured to inject fuel gas into the cylinder during a compression stroke at 0 to 160 degrees from bottom dead center (bottom dead center), 0 to 130 degrees from bottom dead center, or 0 to 90 degrees from bottom dead center.
Examples of fuel gases are natural gas, methane, ethane and liquefied petroleum gas.
In some embodiments, the fuel gas nozzle comprises a flow-altering element configured to induce the rotational motion in the fuel gas.
The flow-changing element may be an insert or an integral part of the fuel gas nozzle, i.e. the flow-changing element and the fuel gas nozzle may be formed as one piece.
In some embodiments, the flow-altering element is configured to direct a first portion of the gas in a first direction (e.g., toward a first inner surface area of the fuel gas nozzle downstream of the flow-altering element).
In some embodiments, the flow-altering element is further configured to direct a second portion of the fuel gas in a second direction (e.g., toward a second inner surface area of the fuel gas nozzle downstream of the flow-altering element).
In some embodiments, the flow-altering element is further configured to direct a second portion of the fuel gas in a third direction (e.g., toward a third interior surface area of the fuel gas nozzle downstream of the flow-altering element).
In some embodiments, the flow-altering element is further configured to direct a fourth portion of the fuel gas in a fourth direction (e.g., toward a fourth inner surface area of the fuel gas nozzle downstream of the flow-altering element).
In some embodiments, the flow-altering element includes a first channel configured to direct a first portion of the fuel gas in a first direction.
In some embodiments, the flow-changing element comprises a second channel configured to direct a second portion of the fuel gas in a second direction.
The first channel may be a substantially straight channel extending along a first central axis and the second channel may be a substantially straight channel extending along a second central axis, wherein the first central axis and the second central axis are non-parallel. The angle between the direction vector of the first central axis and the direction vector of the second central axis may be at least 10 degrees, at least 20 degrees or at least 30 degrees.
In some embodiments, the flow-altering element comprises a third channel configured to direct the third portion in a third direction.
In some embodiments, the flow-changing element comprises a fourth channel configured to direct a fourth portion of the fuel gas in a fourth direction.
The third channel may be a substantially straight channel extending along the third central axis and the fourth channel may be a substantially straight channel extending along the fourth central axis, wherein the third central axis and the fourth central axis are non-parallel. The angle between the direction vector of the third central axis and the direction vector of the fourth central axis may be at least 10 degrees, at least 20 degrees or at least 30 degrees.
In some embodiments, the flow-changing element comprises a first surface having an angle of incidence of at least 5 degrees, at least 10 degrees, or at least 20 degrees with respect to a flow direction of the fuel gas upstream of the flow-changing element.
In some embodiments, the flow-changing element comprises a second surface having an angle of incidence of at least 5 degrees, at least 10 degrees, or at least 20 degrees with respect to the flow direction of the fuel gas upstream of the flow-changing element.
In some embodiments, the flow-changing element comprises a third surface having an angle of incidence of at least 5 degrees, at least 10 degrees, or at least 20 degrees with respect to the flow direction of the fuel gas upstream of the flow-changing element.
In some embodiments, the flow-changing element comprises a fourth surface having an angle of incidence of at least 5 degrees, at least 10 degrees, or at least 20 degrees with respect to the flow direction of the fuel gas upstream of the flow-changing element.
The first surface, the second surface, the third surface, and/or the fourth surface may be substantially planar surfaces. The first surface, the second surface, the third surface, and/or the fourth surface may be oriented differently such that the first surface is configured to direct a first portion of the gas toward a first inner surface area of the fuel gas nozzle, the second surface is configured to direct a second portion of the gas toward a second inner surface area of the fuel gas nozzle, the third surface is configured to direct a third portion of the gas toward a third inner surface area of the fuel gas nozzle, and/or the fourth surface is configured to direct a fourth portion of the gas toward a fourth inner surface area of the fuel gas nozzle.
In some embodiments, the fuel gas supply system comprises a first nozzle outlet and a second nozzle outlet for at least one of the cylinders, wherein the fuel gas supply system is configured to introduce a rotational motion in the fuel gas exiting the first nozzle outlet and the second nozzle outlet, and wherein the rotational motion of the fuel gas exiting the first nozzle outlet is stronger than the rotational motion of the fuel gas exiting the second nozzle outlet. Thus, a jet of fuel gas from the first nozzle outlet may travel a shorter distance within the cylinder before decomposing than a jet of fuel gas from the second nozzle outlet. Thus, fuel gas from the two jets may be deposited at different locations within the cylinder, thereby resulting in an even more efficient mixing of fuel gas and scavenging.
In some embodiments, the fuel gas supply system comprises first and second fuel gas valves for at least one of the cylinders, the first and second fuel gas valves being configured to inject fuel gas into the cylinder during the compression stroke so that the fuel gas can mix with scavenging gas and allow a mixture of scavenging gas and fuel gas to be compressed prior to ignition, the first and second fuel gas valves having fuel gas nozzles, and wherein the first nozzle outlet is a nozzle outlet of a fuel gas nozzle of the first fuel gas valve and the second nozzle outlet is a nozzle outlet of a fuel gas nozzle of the second fuel gas valve.
In some embodiments, the first fuel gas valve comprises a first flow-changing element and the second fuel gas valve comprises a second flow-changing element.
In some embodiments, the fuel gas supply system comprises a first fuel gas valve for at least one of the cylinders, the first fuel gas valve being configured to inject fuel gas into the cylinder during the compression stroke so that the fuel gas can mix with scavenging gas and allow a mixture of scavenging gas and fuel gas to be compressed prior to ignition, the first fuel gas valve having a fuel gas nozzle, and wherein the first nozzle outlet and the second nozzle outlet are both nozzle outlets of the fuel gas nozzle of the first fuel gas valve.
In some embodiments, the fuel gas nozzle of the first fuel gas valve comprises a main channel having an inlet and an outlet, a first secondary channel having an inlet and an outlet, a second secondary channel having an inlet and an outlet, and a manifold having an inlet, a first outlet, and a second outlet, wherein the outlet of the main channel is connected to the inlet of the manifold, the first outlet of the manifold is connected to the inlet of the first secondary channel, the second outlet of the manifold is connected to the inlet of the second secondary channel, the outlet of the first secondary channel is a first nozzle outlet, and the outlet of the second secondary channel is a second nozzle outlet.
In some embodiments, the first secondary channel includes a first flow-altering element.
In some embodiments, the second secondary channel comprises a second flow-altering element, wherein the first flow-altering element is configured to induce a rotational motion in the gas that is stronger than the rotational motion in the gas induced by the second flow-altering element.
According to a second aspect, the invention relates to a fuel gas valve for a two-stroke internal combustion engine as disclosed in relation to the first aspect, wherein the fuel gas valve is adapted to inject fuel gas into the cylinder during the compression stroke such that the fuel gas can mix with scavenging gas and allow the mixture of scavenging gas and fuel gas to be compressed before ignition, the fuel gas valve having a fuel gas nozzle with one or more nozzle outlets for providing fuel gas to the interior of the cylinder, wherein the fuel gas nozzle is configured to introduce rotational motion in the fuel gas.
The different aspects of the invention may be embodied in different ways including the two-stroke internal combustion engine and the fuel gas valve described above and below, each yielding one or more of the benefits and advantages described in connection with at least one of the above-described aspects and each having one or more preferred embodiments corresponding to the preferred embodiments described in connection with at least one of the above-described aspects and/or disclosed in the appended claims. Furthermore, it should be understood that embodiments described in connection with one of the aspects described herein may be equally applied to the other aspects.
Drawings
The above and/or additional objects, features and advantages of the present invention will be further elucidated by the following illustrative and non-limitative detailed description of an embodiment of the present invention with reference to the accompanying drawings, in which:
fig. 1 schematically shows a cross section of a two-stroke internal combustion engine according to an embodiment of the invention.
Fig. 2 schematically shows a cross section of a fuel gas valve 200 for a two-stroke internal combustion engine according to an embodiment of the invention.
Fig. 3a-c show a flow-changing element 300 according to an embodiment of the invention.
Fig. 4 shows a flow-altering element 400 according to an embodiment of the invention.
Fig. 5a-b show a flow-altering element 500 according to an embodiment of the invention.
Detailed Description
In the following description, reference is made to the accompanying drawings that show, by way of illustration, how the invention may be practiced.
Fig. 1 schematically shows a cross section of a large slow turbo charged two-stroke crosshead internal combustion engine 100 with uniflow scavenging for propelling a vessel according to an embodiment of the invention. The two-stroke internal combustion engine 100 comprises a scavenging system 111, an exhaust gas receiver 108 and a turbocharger 109. The two-stroke internal combustion engine has a plurality of cylinders 101 (only a single cylinder is shown in the cross section). Each cylinder 101 comprises a scavenging inlet 102 for providing scavenging air, a piston 103, a discharge valve 104 and one or more fuel gas valves 105 (only schematically illustrated). The scavenge inlet 102 is fluidly connected to a scavenge system. The piston 103 is shown in its lowest position (bottom dead center). The piston 103 has a piston rod that is connected to a crankshaft (not shown). The fuel gas valve 105 is only schematically shown. The fuel gas valve 105 is configured to inject fuel gas into the cylinder during a compression stroke so that the fuel gas can mix with the scavenging gas and allow the mixture of the scavenging gas and the fuel gas to be compressed prior to ignition, the fuel gas valve 105 having a fuel gas nozzle with one or more nozzle outlets for providing fuel gas to the interior of the cylinder. The fuel gas nozzle is configured to introduce a rotational motion in the fuel gas. The fuel gas valve 105 may be configured to inject fuel gas into the cylinder 101 at 0 to 130 degrees from bottom dead center at the beginning of the compression stroke (i.e., when the crankshaft has rotated 0 to 130 degrees from its orientation at bottom dead center). Preferably, the fuel gas valve 105 is configured to start injecting fuel gas after the axis of the crankshaft has rotated several degrees from the bottom dead center so that the piston has moved past the scavenging inlet 102, to prevent fuel gas from exiting through the exhaust valve 104 and the scavenging inlet 102. The scavenge system 111 includes a scavenge air receiver 110 and an air cooler 106.
Fig. 2 schematically shows a cross section of a fuel gas valve 200 for a two-stroke internal combustion engine according to an embodiment of the invention. The fuel gas valve includes a valve shaft 201, a valve head 202, a valve seat 203, and a fuel gas nozzle 204 having a nozzle outlet 206. The fuel gas nozzle may be provided with a flow-altering element 205 (only schematically shown).
Fig. 3a-c show a flow altering element 300 according to an embodiment of the present invention, wherein fig. 3a shows a front view, fig. 3b shows a top view, and fig. 3c shows a perspective view of a central portion 301 of the flow altering element 300. The flow-altering element includes a first channel 302 configured to direct a first portion of the gas in a first direction (e.g., toward a first inner surface area of the fuel gas nozzle downstream of the flow-altering element 300); a second channel 303 configured to direct a second portion of the gas in a second direction (e.g., toward a second inner surface area of the fuel gas nozzle downstream of the flow-altering element 301); a third channel 304 configured to direct a third portion of the fuel gas in a third direction (e.g., toward a third inner surface area of the fuel gas nozzle downstream of the flow-altering element 301); and a fourth channel 305 configured to direct a fourth portion of the fuel gas in a fourth direction (e.g., toward a fourth inner surface area of the fuel gas nozzle downstream of the flow-altering element 301).
Fig. 4 shows a flow-altering element 400 according to an embodiment of the invention. The flow-changing element comprises a first surface 401 having a first angle of incidence with respect to the flow direction of the fuel gas upstream of the flow-changing element 400; a second surface 402 having a second angle of incidence with respect to the flow direction of the fuel gas upstream of the flow-altering element 400; a third surface 403 having a third angle of incidence with respect to the flow direction of the fuel gas upstream of the flow-altering element 400; and a fourth surface 404 having a fourth angle of incidence with respect to the flow direction of the fuel gas upstream of the flow-altering element 400. The first, second, third, and fourth incident angles are at least 5 degrees, at least 10 degrees, or at least 20 degrees. The first, second, third, and fourth incident angles may be different or may be the same. The first surface 401, the second surface 402, the third surface 403, the fourth surface 404 are oriented differently such that the first surface 401 is configured to direct a first portion of the gas towards a first inner surface area of the fuel gas nozzle, the second surface 402 is configured to direct a second portion of the gas towards a second inner surface area of the fuel gas nozzle, the third surface 403 is configured to direct a third portion of the gas towards a third inner surface area of the fuel gas nozzle, and the fourth surface 404 is configured to direct a fourth portion of the gas towards a fourth inner surface area of the fuel gas nozzle.
Fig. 5a-b show a flow-changing element 500 according to an embodiment of the invention, wherein fig. 5a shows a top view and fig. 5b shows a perspective view. The flow changing element 500 comprises a first channel 501 extending along a centre line 507 and a second channel 502 extending along a centre line 506, the first channel 501 having an inlet 503 and an outlet, the second channel 502 having an inlet and an outlet 505, the outlet of the first channel 501 being connected to the inlet of the second channel 502, and wherein the angle between the direction vector of the centre line of the first channel 507 and the direction vector of the centre line of the second channel 506 is at least 30 degrees, 60 degrees or 80 degrees, i.e. in this embodiment 90 degrees. Furthermore, the first channel 501 is arranged centrally to the second channel, i.e. such that the centre line of the first channel 501 does not cross the centre line of the second channel 502, e.g. the distance between the two centre lines 501, 502 may be at least 5% of the average diameter of the outlet 505 of the second channel.
Although some embodiments have been described and shown in detail, the invention is not limited thereto but may be embodied in other ways within the scope of the subject matter defined in the following claims. In particular, it is to be understood that other embodiments may be utilized and structural and functional changes may be made without departing from the scope of the present invention.
In the device claim enumerating several means, several of these means may be embodied by one and the same item of hardware. The mere fact that certain measures are recited in mutually different dependent claims or described in different embodiments does not indicate that a combination of these measures cannot be used to advantage.
It should be emphasized that the term "comprises/comprising" when used in this specification is taken to specify the presence of stated features, integers, steps or components but does not preclude the presence or addition of one or more other features, integers, steps, components or groups thereof.

Claims (10)

1. A two-stroke uniflow-scavenging crosshead internal combustion engine (100) having a plurality of cylinders, each of the plurality of cylinders having a cylinder wall and a piston configured to move along a central axis of the cylinder, wherein the two-stroke internal combustion engine (100) is configured for injecting fuel gas into at least one of the cylinders (101) via a fuel gas supply system comprising one or more fuel gas valves (105) for the at least one cylinder configured for injecting fuel gas into the cylinder (101) during a compression stroke, such that the fuel gas can mix with scavenging gas and allow the mixture of scavenging gas and fuel gas to be compressed before ignition, the one or more fuel gas valves (105) being arranged in the cylinder wall and having a valve shaft (201), a valve head (202) and a fuel gas nozzle (204), the fuel gas nozzle has one or more nozzle outlets (206) for providing fuel gas to the interior of the cylinder along a nozzle outlet axis, characterized in that the fuel gas nozzle (204) is configured to inject fuel gas having a swirl relative to the nozzle outlet axis, and wherein the fuel gas nozzle (204) is arranged downstream of the valve shaft (201) and the valve head (202).
2. A two-stroke internal combustion engine according to claim 1, wherein the fuel gas nozzle (204) comprises a flow-altering element (205) configured to induce the rotational movement in the fuel gas.
3. A two-stroke internal combustion engine according to claim 1 or 2, wherein the flow-altering element (205) is configured for directing the first portion of the fuel gas in a first direction.
4. A two-stroke internal combustion engine according to claim 3, wherein the flow-changing element (205) is further configured to direct the second portion of the fuel gas in a second direction.
5. A two-stroke internal combustion engine according to claim 3 or 4, wherein the flow-changing element (300) comprises a first channel (302) configured for guiding a first portion of the fuel gas in the first direction.
6. The two-stroke internal combustion engine according to any one of claims 2 to 5, wherein the flow-changing element (400) comprises a first surface (401) having an angle of incidence of at least 5 degrees, at least 10 degrees or at least 20 degrees with respect to the flow direction of the fuel gas upstream of the flow-changing element.
7. The two-stroke internal combustion engine according to any one of claims 1 to 6, wherein the fuel gas supply system comprises a first nozzle outlet and a second nozzle outlet for at least one of the cylinders, wherein the fuel gas supply system is configured to introduce a rotational motion in the fuel gas exiting the first nozzle outlet and the second nozzle outlet such that the rotational motion of the fuel gas exiting the first nozzle outlet is stronger than the rotational motion of the fuel gas exiting the second nozzle outlet.
8. The two-stroke internal combustion engine of claim 7, wherein the fuel gas supply system includes first and second fuel gas valves for at least one of the cylinders, the first and second fuel gas valves configured to inject fuel gas into the cylinder during the compression stroke so that the fuel gas can mix with scavenging gas and allow a mixture of scavenging gas and fuel gas to be compressed prior to ignition, the first and second fuel gas valves having fuel gas nozzles, and wherein the first nozzle outlet is a nozzle outlet of a fuel gas nozzle of the first fuel gas valve and the second nozzle outlet is a nozzle outlet of a fuel gas nozzle of the second fuel gas valve.
9. The two-stroke internal combustion engine of claim 7, wherein the fuel gas supply system includes a first fuel gas valve for at least one of the cylinders configured to inject fuel gas into the cylinder during the compression stroke so that the fuel gas can mix with scavenging gas and allow a mixture of scavenging gas and fuel gas to be compressed prior to ignition, the first fuel gas valve having a fuel gas nozzle, and wherein the first nozzle outlet and the second nozzle outlet are both nozzle outlets of the fuel gas nozzle of the first fuel gas valve.
10. A fuel gas valve for a two-stroke internal combustion engine according to any one of claims 1 to 9, wherein the fuel gas valve (105) is adapted to inject fuel gas into the cylinder during the compression stroke such that the fuel gas can mix with scavenging gas and allow the mixture of scavenging gas and fuel gas to be compressed before ignition, the fuel gas valve (105) having a valve shaft (201), a valve head (202) and a fuel gas nozzle (204), the fuel gas nozzle (204) having one or more nozzle outlets (206) for providing fuel gas to the interior of the cylinder, wherein the fuel gas nozzle (204) is configured to inject fuel gas having a swirl relative to a nozzle outlet axis, and wherein the fuel gas nozzle (204) is arranged downstream of the valve shaft (201) and the valve head (202).
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